The beginnings
MODERN 500-c.c. racing is a direct
descendant of the early cyclecar movement. Before the Kaiser war, the
introduction of the G.N. and the Morgan three-wheeler paved the way
for a form of racing that was to survive for many years, and provide
scores of folk of comparatively modest means with the opportunity of
taking part in real motor racing.
The efficient motor-cycle engine has always attracted the attention
of racing men. Its simplicity and low cost in comparison with multi-cylinder
power units have provided a basis for the construction of countless
specials, many of which were built by people with very limited resources,
both in regard to finance and equipment ...
The 500 Club
THE first real get-together of the 500 Club took place on the week-end
of May 3-4, 1947, at a spot which must be for ever nameless. One of
the members was, at that time, gaffering an airfield in the Midlands,
and he sportingly invited the club to the station. When one realizes
the almighty rocket that would have descended on him if the brasshats
had uncovered the plot, the enthusiasm that made him risk all can never
be too highly commended.
Invitations were sent, mostly by word of mouth, and the onus of getting
everyone assembled at a pub named the "White Hart" fell on
the shoulders of Secretary John Siddall. It was by no means an epic
of organization. No one told John that the "White Hart" was
the favourite name of nearly a score or so hostelries in that part of
the world.
As a result, parties of guests were dispersed in sundry saloon and four-ale
bars in every possible corner of the county . The general alarm was
sounded. Scouting parties were sent out. Eventually everyone was rounded
up and set off in convoy for the station.
That evening there was plenty of fun and games. John Siddall was persuaded
to do some of his noted smoking concert characterizations. He and I
also put in some hard work at the piano, with everything from "I
can wash a sailor shirt" to boogie-woogie.
Dick Cresar brought along some CAP A reels, and the R.A.F. rustled up
a projector. Unfortunately, this was a talkie machine which ran at more
than double the speed of a silent projector. The audience were treated
to a remarkable film show. Cars streaked round the circuit at fantastic
speeds, whilst well-known Bristol figures appeared and disappeared with
astonishing rapidity ...
Colin Strang
Without a doubt modern 500-c.c.
racing owes a great deal to Colin Strang. He built the first successful
"500," and the performance of his superbly executed little
car did more than anything else to put the class on the racing map.
Many of his ideas are incorporated in Formula 3 cars of to-day; for
instance, Strang used a modified Fiat front-end,
put a motor-cycle engine at the rear, and drove the wheels via a motor-cycle
clutch and gearbox. He also used hydraulic brakes. The Strang layout
is now standard 500-c.c. practice ...
Cooper and the Coopers
WHEN one thinks of 500-c.c. racing,
the name Cooper automatically comes to mind. The marque has a wonderful
record of successes, and is easily the best-known "500" in
the world today. From this small concern in Surbiton comes a steady
flow of soundly constructed racing cars which are Great Britain's first
line for the International Formula 3 offensive.
The original Cooper Special was no drawing-board machine. After being
demobbed John Cooper entered his father's motor business. He was already
an ultra-small-car enthusiast, having owned an 172-c.c. Villiers-engined
car when he was nine years young. This was built for him by Charles
Cooper, who at that time was chief mechanic to Kaye Don, then at the
height of his racing career
When Colin Strang and Clive Lones were demonstrating the possibilities
of half-litre racing cars early in 1946, John decided that he, too,
would like to have a smack. The Cooper family doesn't believe in wasting
much time. Pa and John and Eric Brandon put their heads together, and
in June, 1946, work was started on the first Cooper "500."
A couple of Fiat "Mouse" front ends were procured, and these
were attached to each end of a simple box-section frame, thus supplying
individual suspension to all road wheels. The Fiat disc wheels were
retained, complete with their invaluable hydraulic brakes, and the Fiat
steering was centralized.
Behind the driver was installed a single-cylinder five-stud Speedway
J.A.P. engine, mounted vertically, and driving by a primary chain to
a four-speed Triumph motor-cycle clutch and gearbox. Final drive was
by a single chain to a solid axle, the drive being transmitted to the
rear wheels via short shafts, supplied with Ford Anglia universal joints.
The bodywork was beautifully carried out, being hand. bashed from sheet
aluminium. The frontal area was extremely small, and a single, horizontal
slat admitted the air stream which passed cooling air to the engine
via a large-bore vent pipe This pipe passed along the near side of the
car, and terminated at the cylinder head, close to the exhaust valve.
A wedge shaped fuel tank was mounted above the engine~ it was shaped
to the body contour, and the thick end acted as a head-rest for the
driver.
Slots were cut in the nose and the tail, through which passed theFiat
transverse leaf springs. A smaller slot was cut in the scuttle on the
driver's offside for the handbrake. This handbrake operated on a single
motor-cycle brakedrum.
The car was completed in five weeks, only just in time for the July
28th hill-climb at Prescott. The night before Saturday practice day,
John Cooper and Eric Brandon sneaked the car out on to the public highway.
During one run the gearbox mounting fractured. This was rectified by
working well into the "wee sma' 'oors." However, the Cooper
safely arrived at Prescott in time for practice runs.
I well recall the car being pushed to the line for its maiden trip.
It was fairly batting with rain. and crowds of figures, clad mostly
in W.D. gas capes, crowded round the interesting new-comer. After a
few hefty shoves, the J.A.P. burst into life, emitting a healthy crackle
from the exhaust pipe which passed through the apex of the tail. John
built up his revs. in true Mays manner, and as the hockey stick was
applied to his front wheels, he banged in the clutch. The car surged
forward a few inches, there was a loud clan,. and then an ominous silence.
Both engine bearer tubes had parted company from the frame.
Undaunted, Cooper and Brandon scoured the local country-side for anything
which would serve as a jury-rig. Brandon happened to know a chap who
had a garage in Hereford, about sixty miles from Prescott. There a plough
handle shaft and a bus track rod were discovered, and these were pushed
through the broken tubes, then pinned and welded. I had a look at this
repair, and it certainly didn't look very artistic. Pa Cooper arrived
shortly afterwards with some new bearers made from solid bar, but after
a short conference he decided that the plough struts would just about
hold together ...
(And how I wish I could print the
whole book ... Tony A)
